İki kişilik hafif askeri eğitim uçağı flap dizaynı
Başlık çevirisi mevcut değil.
- Tez No: 55989
- Danışmanlar: DOÇ.DR. MUAMMER KALYON
- Tez Türü: Yüksek Lisans
- Konular: Uçak Mühendisliği, Aircraft Engineering
- Anahtar Kelimeler: Belirtilmemiş.
- Yıl: 1996
- Dil: Türkçe
- Üniversite: İstanbul Teknik Üniversitesi
- Enstitü: Fen Bilimleri Enstitüsü
- Ana Bilim Dalı: Belirtilmemiş.
- Bilim Dalı: Belirtilmemiş.
- Sayfa Sayısı: 103
Özet
aluminum alloy. Therefore the examples used in this chapter will deal with forming, bending, layout and assembly of aluminum alloys. The internal and external structural parts of an aircraft always require the use of heat treated aluminum. The most popular type of alloy used for skis, spars, stringers and longerons is A2024-T3 ör A2024-T4 (on single engined aircrafts). The difference betvveen the two is the T3 is heat treated, age hardened and cold worked, while the T4 is only heat treated and age hardened. Therefore, A2024-T3 is choosen as sheet metal material. in commercial aviation and military transport aircraft where aluminum material counts for about 80% of the structural materials used, that material and its cost become majör economic problems. Aluminum 2014 (aluminum- copper-magnesium alloy) has been used since 1920 on aircraft structures. in the 1940s, the demand for more tensile strength led to the introduction of 7000 series alloys (Al-Zn-Mg-Cu), but the problems of stress corrosion cracking and low fatigue resistance soon become apparent. it appears that the primary structural design problem is öne of general structural layout first, vvhether a large percentage of the wing bending shall be carried by the spars, ör vvhether the cover should be utilized to a large extent; and, second, in which direction should be primary wing ribs run - along the flight path, ör normal to the rear spar in the wing. Regarding the first, it is fairly obvious that the cover should be utilized for a large percentage of the bending material. This is true, since it appears that torsional rigidity is required and, since it is, this same torsion material may as well be used for both primary bending and torsion material. Spanvvise stiffeners spaces fairly close together are, as a consequence, required to keep the buckling of the bending material dovvn to a minimum. To develop a nose rib, the length, height, thickness, radius and number of degrees the metal will be bent must be known. These measurements can be found in the manufacturer's prints. While the bending, sheet metal may crumple. To prevent these wrinkles, relief holes are used. The forming block used to make this nose rib is made from hard wood. When constructing a nose rib, the proper shape of the fıb is very important, therefore the calculations must be as accurate as possible. The measurements are taken form a manufacturer's print ör dravving, and a pattern is made on a sheet of dravving paper. The pattern is then transferred to the wood block. xiii
Özet (Çeviri)
The flap is supported by a track guided carriage an actuated by pull-push rod and an electro-mechanic servo drive system. But it could be simple hinged (to reduce its complexity). The optimum flap position is discussed. in the last chapter of this work, the flap settings are choosed as shown in attached drawings.aluminum alloy. Therefore the examples used in this chapter will deal with forming, bending, layout and assembly of aluminum alloys. The internal and external structural parts of an aircraft always require the use of heat treated aluminum. The most popular type of alloy used for skis, spars, stringers and longerons is A2024-T3 ör A2024-T4 (on single engined aircrafts). The difference betvveen the two is the T3 is heat treated, age hardened and cold worked, while the T4 is only heat treated and age hardened. Therefore, A2024-T3 is choosen as sheet metal material. in commercial aviation and military transport aircraft where aluminum material counts for about 80% of the structural materials used, that material and its cost become majör economic problems. Aluminum 2014 (aluminum- copper-magnesium alloy) has been used since 1920 on aircraft structures. in the 1940s, the demand for more tensile strength led to the introduction of 7000 series alloys (Al-Zn-Mg-Cu), but the problems of stress corrosion cracking and low fatigue resistance soon become apparent. it appears that the primary structural design problem is öne of general structural layout first, vvhether a large percentage of the wing bending shall be carried by the spars, ör vvhether the cover should be utilized to a large extent; and, second, in which direction should be primary wing ribs run - along the flight path, ör normal to the rear spar in the wing. Regarding the first, it is fairly obvious that the cover should be utilized for a large percentage of the bending material. This is true, since it appears that torsional rigidity is required and, since it is, this same torsion material may as well be used for both primary bending and torsion material. Spanvvise stiffeners spaces fairly close together are, as a consequence, required to keep the buckling of the bending material dovvn to a minimum. To develop a nose rib, the length, height, thickness, radius and number of degrees the metal will be bent must be known. These measurements can be found in the manufacturer's prints. While the bending, sheet metal may crumple. To prevent these wrinkles, relief holes are used. The forming block used to make this nose rib is made from hard wood. When constructing a nose rib, the proper shape of the fıb is very important, therefore the calculations must be as accurate as possible. The measurements are taken form a manufacturer's print ör dravving, and a pattern is made on a sheet of dravving paper. The pattern is then transferred to the wood block. xiiiThe flap is supported by a track guided carriage an actuated by pull-push rod and an electro-mechanic servo drive system. But it could be simple hinged (to reduce its complexity). The optimum flap position is discussed. in the last chapter of this work, the flap settings are choosed as shown in attached drawings.aluminum alloy. Therefore the examples used in this chapter will deal with forming, bending, layout and assembly of aluminum alloys. The internal and external structural parts of an aircraft always require the use of heat treated aluminum. The most popular type of alloy used for skis, spars, stringers and longerons is A2024-T3 ör A2024-T4 (on single engined aircrafts). The difference betvveen the two is the T3 is heat treated, age hardened and cold worked, while the T4 is only heat treated and age hardened. Therefore, A2024-T3 is choosen as sheet metal material. in commercial aviation and military transport aircraft where aluminum material counts for about 80% of the structural materials used, that material and its cost become majör economic problems. Aluminum 2014 (aluminum- copper-magnesium alloy) has been used since 1920 on aircraft structures. in the 1940s, the demand for more tensile strength led to the introduction of 7000 series alloys (Al-Zn-Mg-Cu), but the problems of stress corrosion cracking and low fatigue resistance soon become apparent. it appears that the primary structural design problem is öne of general structural layout first, vvhether a large percentage of the wing bending shall be carried by the spars, ör vvhether the cover should be utilized to a large extent; and, second, in which direction should be primary wing ribs run - along the flight path, ör normal to the rear spar in the wing. Regarding the first, it is fairly obvious that the cover should be utilized for a large percentage of the bending material. This is true, since it appears that torsional rigidity is required and, since it is, this same torsion material may as well be used for both primary bending and torsion material. Spanvvise stiffeners spaces fairly close together are, as a consequence, required to keep the buckling of the bending material dovvn to a minimum. To develop a nose rib, the length, height, thickness, radius and number of degrees the metal will be bent must be known. These measurements can be found in the manufacturer's prints. While the bending, sheet metal may crumple. To prevent these wrinkles, relief holes are used. The forming block used to make this nose rib is made from hard wood. When constructing a nose rib, the proper shape of the fıb is very important, therefore the calculations must be as accurate as possible. The measurements are taken form a manufacturer's print ör dravving, and a pattern is made on a sheet of dravving paper. The pattern is then transferred to the wood block. xiiiThe flap is supported by a track guided carriage an actuated by pull-push rod and an electro-mechanic servo drive system. But it could be simple hinged (to reduce its complexity). The optimum flap position is discussed. in the last chapter of this work, the flap settings are choosed as shown in attached drawings.
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